Dual range automatic temperature control system



Jan. 23, 1951 Filed Feb. 14, 1945 w. P. LEAR 2,539,089

DUAL RANGE AUTOMATIC TEMPERATURE CONTROL =SYSTEM 3 Sheets-Sheet 1 ATTORNEY Jan. 23,- 1951 I W. P. LEAR DUAL RANGE AUTOMATIC TEMPERATURE CONTROL SYSTEM Filed Feb. 14, 1945 3 Sheets-Sheet 2 ATTOBNEY mum. RANGE AUTOMATIC TEMPERATURE CONTROL SYSTEM Filed Feb. 14, 1945 W. P. LEAR Jan. 23, 1951 3 Sheets-Sheet 3 INVENTOR. .W/LZ/J/V r. 1514/? ATTORNEY Patented Jan. 23, 1951 UNITED STATES PAT EN'l OFFICE DUAL RANGE AUTOMATIC TEMPERATURE v CONTROL SYSTEM William P. Lear, North Hollywood, Calif., assignor, by memo assignments, to Lear, Incorporated, Grand of Illinois Rapids, Mich., a corporation Application February 14, 1945, Serial No. 517,911

1 Claim. ('01. 236-78) components aboard an aircraft such as of engines,

.or otherwise. Th present application is a continuation-impart of my copending' application Serial No. 535,658 filed May 15, 1944' for Automatic Temperature Control System, now abandoned.

with the engine are balanced against a control resistance whose value is dependent upon the desired operating range of engine temperature. Upon an unbalance between these two elements, control ap aratus is automatically put into operation to effect a'change in the rate of cooling of the engine to restore balance between the The problem of controlling the temperature of v aircraft engines has become increasingly important with the progressively enlarged size and speed of aircraft and the improved efllciency thereof. War aircraft particularly require close engine efficiency control to conserve fuel in flight, efl'ected by engine temperature control. Aboard a multi-engine airplane, maintaining the proper operating temperature and performance of the several engines usually requires much attention of a flight engineer. In single seater planes, the pilot is confronted with so many duties to ,be performed at substantially the same time, that it is impractical for him to give suiflcient attention to maintaining the engine temperature at a desirable optimum value. Semi-automatic temperature controls 'are open to .the same objections as are manual controls as they still require considerable attention from a very busy pilot or flight engineer.' Accordingly, it is desirable to have the engine temperature maintained automatically at its optimum value for given operating conditions. A properly designed temperature control system should protect the engine against destructive operating temperatures under any conditions Furthermore, in the case of air-cooled aircraft engines, the cooling drag horsepower should be reduced to the lowest value consistent with desired engine operating temperatures. This cooling drag is introduced by the general use of movable flaps for varying the amount of cooling fluid passing in contact with the engine. Such flaps when opened for cooling, increase the aerodynamic resistance'of' the airplane, and so should not be kept openedmore than necessary.

The present invention \solves these problems and provides an effective modulating automatic temperature control for varying the supply of coolant to the engine in accordance with the optimum operating temperature thereof. To

accomplish this, orie or more temperature sensitive resistance elements within the cooling limitations of the installation.

elements. The control is effected electronically, with provision made for insuring accurate positioning of the cooling fluid control elements, such as the cowl flaps, in accordance with the desired rate of flow of cooling fluid.

The present invention is particularly adapted for use aboard aircraft in that it includes a selfcontained source of alternating voltage for reference purposes, and thereby does not require the use of a separate alternating current generator on the aircraft. In other words, the only energy source required by the present system is the usual 28 volt battery or generator of the aircraft. This, as will be understood by those skilled in the art, materially reduces the weight ofv the components necessary to be carried aboard the aircraft.

The present invention is further particularly applicable for aircraft designs wherein full butward or opening movement of cooling flaps is prevented under certain conditions. While an airplane in flight is able to insure the passage of sufficient air over the engine for proper cooling under all conditions of operation in flight and a temperature controlling system for flight conditions may be provided, the condition existing when the airplane is at rest or during takeoff may be radically difierent. That is to say, when the airplane is on the ground and the engine is warming up the cowl flaps are desirably held all the way closed. This necessitates a more limited range of temperature control than when the airplane is aloft. Stated otherwise, the response of the apparatus or system used to control the opening and closing of the cowl flaps in accordance with the engine temperature might be entirely different during idling than when the engine is rotating at normal cruising speed. Such comparison obtains also between an airplane taking ofi and one which is in full flight. In order to obtain a reliable reference whereby the operating range ofthe-temperature control system may be transferred from a particular range to a narrower range which reference is determined by the in flight or grounded condition of the airplane respectively, the landing gear position may provide a, satisfactory standard. In modern aircraft, the landing gear is almost uniin ope i association ver s y retractable. Accordingly, when the air- 3 plane is on the ground and the gear extended, such condition may be used in conjunction with a temperature control system to change the range of operation in the manner previously indicated. Vice versa, when the airplane is in flight, the landing gear is retracted and the operating range restored to what may be termed normal flight condition. Moreover, since the landing gear is not fully retracted until a period of time after the takeoff, maintenance of the narrower range of temperature control during takeoff may be effectively achieved. With the present invention, the range of movement of the flaps may be automatically limited when the landing gear is extended, and the flaps are retracted within such limited range in the event that they should be in a position beyond the limited range when the landing gear is extended.

While the system of the invention is particularly applicable to controlling the temperature of air ,or liquid cooled aircraft engines within narrow desired operating ranges, it is equally adaptable for other heating or cooling control applications. Thus, the principles of the invention may be applied to controlling coolant oil temperature, cabin temperature, and so forth, aboard an aircraft. Furthermore, the-invention system is applicable to refrigeration systems wherein a refrigerating fluid is to be maintained at a preselected low temperature. In all these instances, the present invention affords a very sensitive, practical, rugged, yet flexible modulating temperature control for keeping temperatures within desired close limits. The invention system maintains the desired temperatures at a stable equilibrium, in a simple, practical and effective manner, and is useful for many applications aboard modern aircraft, as well as for industrial, home or other uses.

It is therefore, among the objects of this invention to provide a novel, sensitive, automatic, modulating temperature control system; to provide such a control system that is effective to vary the rate of cooling of an engine or medium in accordance with desired or readily preselectable optimum operating temperatures thereof to provide such a system which is effective over a plurality of different operating temperature ranges of the body whose temperature is to be controlled; to provide such a system including a novel self-contained source of alternating ,reference voltage fully operable from a battery source; to provide such a system including means automatically operable in response to the oc. currence of a given condition for altering the range of operation of the cooling control elements; to provide such a system that is'sensitive to small incremental temperature changes to eifect cooling in accordance with the optimum operating temperature of the engine or medium; to provide such a system including self-contained control apparatus which is compact, simple and eflicient; and to provide a rugged flexible, yet very sensitive dual stroke self-contained automatic temperature control system.

These and other objects, advantages and novel features of the invention will be apparent from the following description and the accompanying drawings. In the drawings:

Fig. 1 is a plan view of the central forward portion of an airplane, schematically illustrating one embodiment of the automatic temperature control system of the present invention.

Fig. 2 is a front elevation view of a portion of the airplane shown in Fig. 1.

Fig. 3 is a vertical sectional view taken on the line 3-3 of Fig. 1, looking in the direction of the arrows.

Fig. 4 is a sectional view taken on the line 4-4 of Fig. 3 looking in the direction of the arrows.

Fig. 5 is a sectional view taken on the line 8-5 of Fig. 3 looking in the direction of the arrows.

Fig. 6 is an elevation view, partly in section, illustrating control elements forming part of the present invention.

Fig. 7 is an elevation view taken on the line 1-1 of Fig. 6.

Fig. 8 is a schematic wiring diagram illustrating an embodiment of the automatic temperature control system of the invention.

Fig. 9 is a schematic view of a novel differential relay used in the invention control system.

Fig. 10 is a graph illustrating the'relation between the percent of engine cooling flap opening and the ohmic value of a connected follow-up circuit resistance.

Fig. 11 is a longitudinal sectional view through an electromagnetic clutch and brake unit incorporated in the present invention.

Generally speaking, in accordance with the principles of the present invention, a thermosensitive resistance element is operatively associated with the heatable body or medium and is connected electrically in a balanced bridge circuit including a variable follow-up" resistance. Upon a variation in the temperature of the body or engine, the resulting bridge circuit becomes unbalanced duewto a corresponding change in the resistance of the sensitive element. The electrical or control signal resulting from unbalance of the bridge is impressed upon a thermionic amplifier to effect selective operation of a relay system which, in turn, effects energization of a cooling control motor drive. The motor is connected through gearing to suitable actuators to controllably effect cooling or heating as the case may be. The motor, through the actuators, varies the degree of opening or other movement of the cooling or heating control elements, to vary the desired operating temperature of the engine or body.

The follow-up variable resistance or potentiometer is coupled to the movable control elements, whereby its resistance value is varied in correspondence with their changed positions. Such resistance change is reflected in a reorientation in the sense to effect a new bridge circuit balance. When the bridge is rebalanced, the control signal is extinguished and the motor is abruptly stopped, leaving the control elements in their last or stabilized position. The bridge becomes rebalanced at the new value of resistance of the thermo-sensitive element, which rebalance is within a designed temperature range for the temperature controlled body.

For providing reference alternating voltage for the bridge and for the control circuit elements, an electronic oscillator unit is incorporated in the system. The reference alternating voltage source thus incorporated within the system, eliminates the necessity for carrying a separate alternating current generator on the aircraft, thereby decreasing the weight of required components aboard the aircraft. The oscillator'is fed from the usual D. C. supply customarily aboard aircraft, such as a 28 volt storage battery or generator.

The system is also particularly adapted for use in aircraft wherein it is desired to change the operating range of the temperature control sysamount.

. g tem in accordance with the position of the landing gear and as heretofore more fully pointed out. For this purpose, the circuit includes switching means automatically rendered effective, by movement of the landing Bear or other positionable element to a predetermined position,

- for limiting the opening movement of the cooling control element, such as cowl flaps, and for effecting movement of the cooling control elements back within such limited range in the event that such elements are outside the limited range when the landing gear or other device is moved to such predetermined position. Furthermore, the control system also includes temperature range selecting means whereby the system is effective to control the cooling of the aircraft engine or other medium within any one of'several desired temperature ranges.

In order that the control elements be accurately positioned to, in turn, closely control the rate of coolant or heat flow to the engine or body, the system motor is connected to the actuator system through an abruptly acting electromagnetic clutch and brake unit which may be of the type described and claimed in my Patent No. 2,267,114 issued December 23, 1941, and assigned to the same assignee as the present invention. Such clutch and brake unit permits stable sensitive positioning 'of the connected cooling control elements when the control signal from the bridge circuit reaches a null or balance point.

As the amount of air flowing past an aircooled engine is not varied in equal amounts with each mechanical degree of cowl flap movement in the different angular positions of the flaps about such engine, a tapered follow-up rheostat is preferably provided. For instance, when the flaps are moved from closed position to slightly open position, 'the increase in the amount of air flowing around the engine is very great. However, further movement of the flaps from any small open position through the same degree of movement will not increase the flow of air again by the same amount, but by a lesser Accordingly, the tapered rheostat' is provided so that variation in the proportioning of the rheostat will compensate for such variation in air flow past the engine.

Furthermore; for easy maintenance and easy installation of the system aboard an aircraft,

the several components of the control system are grouped into a plurality of control units, interconnected by suitable circuit means such as multi-conductor electric cables. For instance, the system includes an electromechanical control unit associated with the cooling control motor and including limitswitch means for the system, switching means predetermining the effective range of operation of the system, and a afollow-up potentiometer associated with the cooling element operating system. The system further includes an electronic control unit containing the electronic elements of the control circuit including elements of the bridge circuit, the electronic oscillator unit for providing the alternating reference voltage, electronic amplifying means, a novel polarized differential relay and associated secondary relays controlling the operation of the power op-- erating device for the cooling control elements. Remaining elements of the system, such as the temperature range selecting switch and manual override switches are mounted on a control panel which is preferably disposed adjacent the \pilot or flight engineer's position. All of these elements, including the temperature sensitive e ements which are associated with the aircraft engines, are interconnected by suitable electri cal means such as multi-conductor electric cables and may thus be individually located at any suitable or available-locations aboard the aircraft.

Referring to Figs. 1 through 5, the invention is illustrated as applied to a multi-engined airplane In having a fuselage ll, wings l2, l3, and engine nacelies l4, l5 containing aircooled engines 55, 55 driving propellers i6, H. The flow of air over the engines is controlled by movable cowl flaps l8 pivotally mounted on the engine cowlings or nacelies l4, IS. The position of flaps i8 is shown controlled by a cowl flap operating system of the type described and claimed in my Patent No. 2,319,463 for Mechanical Actuator Sysdegree'of opening of flaps I8 is controlled in accordance with the amount of cooling air necessary to provide the optimum or desired operating equilibrium temperature for the engines at a given condition of operation. For this purpose, one or more temperature resistance elements 30 are operatively associated with each engine in a manner to be described more fully hereinafter. Cables 2| electrically connect elements to into either of a pair of main cables 22 and 23, which also electrically connect electromechanical control units 26 and 21, each associated with one of the power drive units 20, 25, to electronic control units 28 and 29.. Ca-

bles 3| and 32 electrically connect control units 28, 29 to a control panel 33 located adjacent corporated in electronic control units 28, 29, as

described more fully hereinafter. A switching device 36 associated with retractable landing gear 31 is connected'by a cable 38 to control panel 33, and thus to control units 28, 21 in a manner to be described more fully.

Desirably, the temperature sensitive element or elements 30 operatively associated with the heatable body, are such as to have a uniform temperature coefficient of resistivity, so that the impedance value of such elements varies uniformly as a, function of the heatable body temperature. A satisfactory temperature sensitive element is,a compound including some of the rare earths and having a high negative tem-' perature coefficient of resistance. However, temperature sensitive elements having a positive temperature coefiicient of resistivity may likewise be used, provided that the temperature co'eflicient remains substantially uniform over a fairly wide range. I have successfully used an element termed Thermistors which is described on page 22 of a pamphlet entitled Varistors, published by the Bell Telephone Laboratories in March 1941.

According to the present invention, means are provided for the pilot to select the desired oper- In accordance with the present invention, the

ating temperature for the engines 55. Such means are preferably mounted on control panel 83, and may comprise a temperature range selecting switch 40 which controls the desired operating range for each of the aircraft engines in a manner to be described in more detail. For the purposeof illustration, switch 40 has been illustrated as a two position switch, thus providing two temperature ranges. However, a greater number of temperature ranges may be provided, if desired. Panel 38 also contains manual override switches 4| and 42 for each of the engine cooling systems. The manual override is provided for directly controlling the opening or closing of flaps i8 irrespective of the automatic condesired operating temperature range for the engines. If the engine temperature changes from ,this predetermined value, the resistance of' the temperature sensitive elements 38 changes as a function of the temperature change and this, in a manner to be described more fully hereinafter, effects unbalance of an electrical bridge circuit to apply a signal to control apparatus contained in electronic control units 28, 29. The control apparatus in units 28, 28 thereupon energizes power drive units 20 and 25 to effect operation of flaps [8 in one direction or the other until a balance is effected between the engine temperature and the amount of cooling air flowing over the engine. Such modulating temperature control continues to maintain temperature equilibrium throughout the particular temperature range selected.

Fig. 3 illustrates the mechanical interconnection for controlling the opening and closing of cowl flaps l8 associated with engine nacelle l4. The mechanical interconnection for engine nacelle i is identical with that of engine nacelle 14. An individual screw jack 43 extends between each cowl flap I8 and an associated stationary mounted gear box 44. Gear boxes 44 are supported on a mounting ring 45 within nacelle l4. Flexible shafts 46 interconnect gear boxes 44 forming a continuous mechanical arrangement. A drive gear box 48 is provided for motivating jacks 43 and associated cowl flaps i8 in unison. The motor drive in the interlinked mechanical system is indicated in Fig. 3 at 28 and is shown in more detail in Figs. 5 through 8.

Rotation of motor drive 20 in either direction correspondingly rotates interlinked mechanical shafts 48 and theassociated gearing within boxes 44. Fig. 4 is an enlarged cross-sectional showing of the action of a single screw jack 43 on its cowl flap ii. In this figure, cowl flap I8 is shown in its extended position. Screw jack 43 essentially comprises a screw or threaded member enclosed in a sleeve 41 and flexibly coupled to gear box 44 through a coupling member 50 of the type described in detail in my said Patent No. 2,319,463. A coacting sleeve or tubular member 5| flexibly couples the jack through flap 18 to a coupling member 52. Sleeve 5| is internally threaded or contains a threaded nut cooperating with screw and sleeve 41 so that relative rotation of the screw and the sleeve will effect extension or retraction of Jack-43. Hinge 53 pivotally supports nacelle flap [8 on cowl l4.

Engine 55 is shown arranged inside nacell 14 in such a manner that the rate of outside cooling air flowing thereover is controlled by the degree of opening of flaps l8. Temperature sensitive elements 38 are suitably imbedded in recesses or wells provided in engine 55. Cables 2! extend rearwardly from such temperature sensitive elements 88 to their connection on main cables 22 and 21.

Figs. 5 and 6 showthe motive drive arrangement for the system. Driving unit 20 includes a reversible electric motor 54 which contains assembled therewith an electromagnetic clutch and brake unit 68 having a clutch engageable upon energization of the motor through cable 22, which connects with electronic control units 28 and 28. Motor unit 20 is supported on a bracket 51 which extends from the internal cowl frame 58. A remote electromotive, drive including a fast stopping clutch, such as disclosed in my said Patent No. 2,267,114 is preferred to insure close stable control of movement of cowl flaps l8. Clutch 58 is operated to connect the motor to gearing in a gear box 60 which gearing is coupled to gearing in gear box 48 through flexible shafting 6|. The gearing in box 80 also operates flrial limit switches, range determining switches and a "follow-up potentiometer in electromechanical control unit 26 mounted on the motor unit. Upon rotation of motor 54 in either direction, the clutch and brake unit 56 is energized to connect the motor to the gearing in box 60 to drive gearing in box 48 through flexible shafting 6 I. This in turn drives the gearing contained in boxes 44 through flexible shafting 46 to operate jacks 43 Drive unit 28 and associated gear box 60 and control unit 26 are illustrated more fully in Fig. 6. As shown therein, the output pinion B2 of clutch and brake unit 56 drives a main gear 63 secured to shaft 64 supported in bearings in gear box 60. Also secured to shaft 84 is a pinion 65 engaging a spur gear 86 mounted on a shaft 61 extending through a bearing 68 into control box 26. Control unit 26 contains a pair of normally closed snap limit switches 18 and 1! which limit the final movement of motor 54 in either direction. Switches 18 and 1| are provided with operating plungers 12 and 13 engageable by cams 14 and 18, respectively, each adjustably mounted on shaft 61. Shaft 61 also extends into a tapered potentiometer 15, wherein it is secured to the adjustable contact of the potentiometer. The po tentiometer is connected in a balanced bridge circuit with temperature sensitive elements 30 and fixed temperature range selecting resistances controlled by switch 40, as will be described in connection with the description of Fig. 8.

Also mounted on shaft 61 is a cam 16 controlling a pair of normally open snap switches 11 and 18. Cam 16 is provided with a curved surface concentric with shaft 61 and with discontinuous surface portions 8I and 82. Rotation of cam 16 in either direction from the position shown in Fig. 7 will permit outward movement of the plungers 83 or 84 of switches 11 and 18 to close these switches. Cam 16 and associated switches 11 and 18 are similar to portions of the switching arrangement shown in my copending application Serial No. 514,956 filed December 20, 1943 for "Preselection Control Device" and assigned to the assignee of the present invention, and which matured into Pat. No. 2,427,792. The operation of cam 18 in controlling switches 11 and I8 will be described more fully hereinafter in connection with the description of Fig. 8.

Fig. 8 schematically illustrates the electronic and. electromechanical elements of the invention system. The control elements include tapered potentiometer I5, having an adjustable contact 85 operated by shaft 81. The portions of potentiometer I at either side of contact 85 provide two arms of a balanced bridge circuit B. The third arm is provided by temperature sensitive elements 38; and the fourth arm by two temperature range selecting, fixed resistances 88 and 87 each in series with an adjustable potentiometer 88 and 88. Resistances 88 through 88 are selectively connectible in the bridge circuit by operation of the temperature range selecting switch 48. The junction 88 of temperature sensitive elements 38 and switch 48 is connected to round. Resistors 8| and 82 are connected in series between the ends of potentiometer I5, and elements 38 and the group of resistances 88, 81, 88, 88, respectively. The fixed resistors 8i and 82 in series with each section of potentiometer I5 are such as to effect a substantially 1:1:1:l ratio of the four arms of electrical bridge B. Thus, one arm of the bridge comprises resistor ill and the upper section of potentiometer I5; a second arm, resistor 82 and the lower section of potentiometer a third arm, temperature resistance elements 88 in parallel; and the fourth arm a selected group of the series connected resistances 88 and 88, or 81 and 88.

Potentiometer I5 desirably has a relatively low total resistance so that its total resistance corresponds only to the change in resistance of elements 38 corresponding to a desired overall or modulating temperature range which the system is set to maintain in the engine or body. The design and total stroke of the flaps, in the case of the aircooled engine being described, is such as to insure such modulating range by the control system. A preferred modulating range is, in the illustrated system, approximately F. For liquid cooled enginesa desirable range is 11 F. The resistance of potentiometer I5 is made to correspond to the change in flap position from fully opened to fully closed or vice versa, and its resistance range to correspond with the effective resistance change in paralleled elements 38 for the temperature range. The temperature is balanced at any point on potentiometer 15 when the amount of coolant permitted to flow over the engine due to the particular degree of flap opening is suflicient to stabilize the engine temperature within the modulating range. The temperature may be balanced at any value within the 25 range, and correspond to any point along potentiometer I5 at which the bridge is rebalanced into this condition. Fixed or reference resistances groups 88, 88 and 81, 88 have an ohmic value of the same order of magnitude as elements 38 attain at the respective desired operating temperature ranges. The result of using large resistors 8I and 82 is that a relatively small potentiometer 15 may be used, as the portions of the potentiometer merely correspond in ohmic value with the change in resistance of the opposing arms of the bridge circuit. The unitary ratio of the several arms of the bridge results in the most overall sensitivity of controland of the largest signal voltage from the bridge circuit for the operating ranges involved.

The power for the entire control system is de rived from the usual 2428 volt battery or generator II. In order to provide the necessary reference alternating control voltage for the system,

a self-contained oscillating unit 88 is provided. including a double triode electronic tube 88 and a multiple winding transformer 81. Transformer 81 includes main primary windings 88, I88 and MI, and secondary windings I82 and I83. The positive terminal of D. C. source 35 is connected to a conductor I84 which is in turn connected to the mid-point of primary winding 88. The terminals of primary winding 88 are connected to the anodes I85, 188 of tube 88, and a condenser I81 is connected across winding 88. The dual cathode I88 of tube 88 is grounded at 8 and thus is in effective electrical circuit connection with the negative terminal of source which is grounded at III. Grids H2 and H3 of tube 88 are each connected to one terminal of a secondary winding I88, IN, the opposite terminals thereof being grounded. The oscillator circuit thus connects the two sections of tube 98 in a symmetrical pushpull circuit of the reversed feed back type. The resonant or so-called tank circuit, including condenser III! in parallel with the center tapped primary winding 88 of transformer 81 has a capacitance value selected to give an oscillator frequency of approximately 1500 cycles per second,

for example. The high frequency reference voltage enables a more sensitive operation of the system in controlling the temperature of the aircraft engine orother heating medium.

Conductors I I4 and I I5 apply the reference a1- ternating voltage from secondary winding I83 to the junction points H6 and III of electrical bridge B. The signal voltage from the bridge is applied by a conductor II8 connected to adjustable contact 85 of potentiometer I5, to the control grid I28 of the first stage of a double triode amplifier tube I2I. Amplifier tube I2I is a two stage amplifier, resistance-capacitance coupled and using the two sections of the double triode tube in cascade. The circuit of the amplifier is conventionally coupled, with a low plate voltage obtained directly from the 28 volt aircraft battery system through the medium of conductor I22 connected to conductor I84. This voltage is applied to plates I23, I24 through voltage limiting resistances I25, I28. Plate I23 of the first amplifier section is capacitance coupled through condenser I21 to grid I28 of the second amplifier section. The output or anode current of the second section of the amplifier is capacitance coupled through condenser I38 to the center tap of secondary winding I82, and is also connected to ground through resistance I3 I The output signal voltage of tube I 2| is thus impressed across resistance I3I where it is combined with an alternating reference voltage impressed in phase opposition on the control grids I32, I33 of a double power tube I35. Grids I32 and I33 are connected, in phase opposition, to opposite terminals of center tapped transformer winding I82. The screen grids I34, I38 of tube I35 are connected, by conductor I31 to conductor I22 which is in turn connected through conductor I84 to the positive terminal of D. C. source 35. The double cathode I38 of tube I35 is grounded at I48. Anodes or plates HI and I42 of tube I35 are each connected in series circuit relation with one coil winding I43 or I44 of differential relay I45 illustrated more particularly in Fig. 9. The opposite terminals of coils I43, I44 are connected by a conductor I48 to the positive terminal of D. C. source 35. Condensers I41, I48 are connected in parallel with coils I43, I44 to by-pass the alternating current component of the current through the coils and prevent humming or chattering of the relay.

Differential relay I45, which is shown sche-/ matically in Fig. 9, is an important feature of the present invention. The relay is a novel polarized differential relay, of high sensitivity. It is incorporated in the system in a manner to insure eifective operation over possible wide variation in the operating voltage supplied to the system from the battery-generator. Thus a nominal 28 volt supply may in some instance drop to as low as 18 volts, or rise to 30 volts or higher. In view of the design of the system with nominally 28 volt tubes 55, I2I, I55, such voltage variation is very substantial. The polarized relay I permits the temperature control system to function over such wide supply voltage variations, maintaining stability at over voltage; and operability, at under voltage. This is important for useon aircraft.

Fig. 9 illustrates the magnetic flux paths of the relay I45, and the disposition of windings I45 and I44 thereon. The letters N," "5 have been used to indicate the relative polarities of the elements of the relay. As shown in Fig. 9, the relay comprises a base I or magnetic material, such as soft iron, at the center portion of which is mounted a permanent magnet I5I having its south pole 8" adjacent base I and its north pole "N adjacent the center of a magnetizable armature I52 pivotally mounted on a bracket I55. Core members I54 and I55 are mounted at either end of base I50, and with no current in the relay coils, the polarizing permanent magnet I5I produces flux in the magnetic circuits such that the armature and the pole pieces are polarized as shown by the symbols N and 8. Alternatively, the actual polarities of the pole pieces, permanent magnet and the armature may be opposite to those shown, depending upon the particular polarity of permanent magnet I5 I.

Coil windings I 43 and I44 are eac divided into two sections A and A and C and respectively. Winding sections A and C are wound on pole piece I54, in a direction to oppose each other. Similarly, coil sections A and C are wound on pole piece I55 in a direction to oppose each other. While sections A, C and sections A, C have been shown as separate coils on each pole piece, in actual practice they are superimposed in a double wire winding obtained by having the two wires wound together on the winding form in the same manner as if for a non-inductive winding. Coil sections A and A are equal in ampere-turns with coil sections 0 and C, respectively, and thus the ampere-turns on each pole piece cancel out when the current through plates HI and I42 of tube I35 are equal. Under such conditions the magnetic flux paths are as indicated by the broken lines and arrows in Fig. 9.

In a typical example, cofl sections A and A tend to produce magnetic flux on a clockwise direction around the magnetic structure whereas coil sections C and C tend to producemagnetic flux in the counterclockwise direction around the magnetic structure. Armature I52 carries the relay contacts and, in practical construction, the springs supporting these contacts assist in balancing the armature. Since under null conditions the plate currents of tube I35 are equal in the polarized relay circuit, they do not affect the magnetic flux conditions irrespective of theactual value of the anode plate currents, within reasonable limits. This is because the ampere-turns cancel out under these conditions. Thus, the

- tically independent of the voltage of i2 magnetic fluxes at null signal currents are prat the aircraft power, ystem. I

Hq ver, when the plate currents of tube I55 become unbalanced due to a signal from bridge circuit 28 being impressed on grids I52, I55, the net or resultant ampere-turns will no longer can-' cel. Hence, the pole flux at one end of armature I52 will be greater than that at the other end, time Bil g an unbalanced pull swinging thearmature in one direction or the other.

Indicating the current from plate I as 11, and the current from plate I42 as Is, and the magnetic flux in the counter clockwise dotted line path as F and that in the clockwise dotted line path F, the following relationships apply. When I1 exceeds 12, the magnetomotive forces of coil sections A and A exceed those of coil sections C and C. The resultant ampere-turns increase the magnetic flux? and decrease the magnetic flux F. If magnetic saturation could be neglected, the increase in flux F in the right hand air gap would equal the decrease in flux F in the left hand air gap. The new value of flux F would then be equal to one-half of the flux of permanent magnet I5I plus the increase over the null" value of flux F, and the new value of flux F will be equal to one-half the flux in permanent magnet I5I minus the decrease from the null value oi flux F. The resultant pull on the armature may be assumed to be approximately proportional to the difierence of the squares of F and F, or approximately proportional to twice the product 01' the flux of permanent magnet I5I and the change in flux in the air gaps.

The statement that the resultant pull is proportional to twice the product of the permanent magnet flux and the change in flux indicates that, with a large .value of polarizing flux. due to permanent magnet I5I, only a small change of the fluxes in the air gaps is required to produce the resultant pull. Therefore, by using a strong polarizing magnet, it is possible to operate the relay with a small value of diflerential ampereturns. In computing the required change in flux, many other factors, such as the stifiness of the contact springs and the size of the air gaps, must be considered in order to determine the best strength of the magnet for the desired operating characteristics.

With a diflerential relay, a comparatively strong null or standby current may be permitted to flow through the relay coils when the bridge is balanced, resulting in a null signal to the control circuit. As the same current flows through both coils, the relay is not operated but is maintained in a condition of unstable equilibrium. When a signal voltage, due to unbalancing of bridge circuit B, is impressed on the grids of the electronic tube I55, the current through one' section of the tube is increased and that through the other section is decreased. This results in a sensitive operation of the relay. For instance, in a practical case the "null" current through both coils of the differential relay might be six milliamperes. A small control signal on grids I32, I53, causes the current through one coil to be increased by two milliamperes and that through the other coil to be decreased by the same amount. Hence, there is a net of four milliamperes acting to operate the relay.

On the other hand, were two separate relays used, such a relatively strong null current could not be permitted to flow through the relays as it would tend to cause one or both of the same to operate even without the imposition of a signal voltage on the grids of the electronic tubes.

Under such condition, if the signal voltage from bridge B were suflicient to increase the current through the selectively activated relay coil by two milliamperes, the decrease or the current through the unactivated coil would have no effect element has a further advantage over two separate relays in that the single pivoted armature I52, common to both relay coils I43 and I 44, prevents accidental energizing of motor 54 for reverse directions of rotation at one time, as might occur were two separate relay arms used. The sensitivity is increased due to the positive action of the relay coils in swinging the armature in opposite directions. This feature also enhances the stability of control.

In order to maintain maximum sensitivity 01' relay I45, only relatively small currents are controlled by the relay armature. Hence, a pair of secondary relays I55 and I51 are provided which are selectively energized by relay I45 to energize motor 54. For convenience of illustration, relay I45 has been shown in Fig. 8 as comprising two armatures I52 and I58. These armatures are operable as a unit, and, in a practical construction, would be a single, compound armature. The pivot points of armatures I52 and I58 are interconnected by a conductor I50. Contacts II and IE2 associated with armature I52 are connected by a conductor I53 to the central or automatic tap I64 of manual override switch H. The movable ccntact arm of switch H is connected by a conductor I55 to conductor I04 and thus to the positive terminal of D. C. source 35.

Relays I56 and I51 each have one terminal connected to a contact I55 or I51 associated with armature I58. The other terminals of relays I55, I51 are interconnected and grounded at I59. Hence, upon conjoint swinging movement of armatures I52 and I50 in either direction, one or the other of relays I55 or I51 will be energized by connection, through switch M, to the positive terminal of source 35, provided switch 4| is in the central or automatic" position. Relay I56 is provided with a pair 01 armatures I and HI jointly controlling the energization of motor 54 for rotation in one direction. Similarly, relay I51 is provided with a pair of armatures I12 and I13 controlling the rotation of motor 54 in the opposite direction.

To place the system thus far described in operation, manual override switch H is moved to the central position shown in Figs. 1 and 8 where it engages automatic contact I54. This connects the positive terminal of source 35 to the rerange at which it is desired that engine 55 operate. Resistances 55 and 31, and their series connected calibrating resistances 35 and 55, are,

i4 designed to be fixed in ohmic value, preferably being wound of wire such as "Advance" metal havi a zero or negligible temperature coemcient o insure their being reference resistances in the bridge de ite ambient temperature changes therein. In the present system, resistances 55 and 51 may correspond eflectively to the eil'ective resistance of parallel elements 30 at say 350 F. and 475 F. However, such values are exemplary only, and other or further ranges may be used, requiring only suitable choice in the ohmic value of the resistances. Adjustable resistors or potentiometers 55, 53 are for the purpose of calibrating the total value of the resistance arms 55 and 81 during assembly or installation.

When the temperature of the engine changes from a point afiecting the balance of bridge circuit B, the direct variation in temperature of elements 30 causes a change in their resistance. Such resistance change, in turn, unbalances bridge circuit B and an alternating current signal potential is impressed on grid I20 of tube I2I. The amplified signal potential from plate I23 is impressed on grid I25 of tube I 2|. The amplified output from anode I24 is impressed across resistance I3I through coupling condenser I30. The two control grids I32 and I33 of tube I35 are excited in phase opposition by alternating voltage from the center tapped winding I02. The grids are alternately driven positive at the peaks of the cycles of this excitation voltage, but the grid current is limited to a few microamperes by the high resistance of resistor I3I connected between the mid tap of winding I02 and ground. Assuming balanced characteristics for both halves of tube I35 at null, or when the temperature of thermosensitive elements 30 is normal, the two plate currents of tube I35 due to this alternating current excitation have the same average direct current value. Hence, the currents in the coils I43 and I 44 of diil'erential relay I 45 are equal and their magnetic efiects mutually cancelled, as described above in connection with Fig. 9.

The amplified signal voltage from bridge 13, resulting from a departure of the temperature from its normal value, is thus impressed across resistor I3I. The signal voltage is in-phase with the excitation voltage applied to one grid I32 or I33 and'180" out-of-phase with that applied to the other grid. Consequently, the alternating voltage between common cathode I35 and one grid I32 or I33 is increased, while that between the cathode and the other grid is decreased. If tube I35 were operating on the linear portion of its plate current vs. grid current characteristic, this unbalance of the alternating grid voltages would affect only the alternating grid components of the plate currents, and would not change the average or direct current values of the plate current. However, the parameters of the tube I35 are so adjusted that the tube is operating on the curved part of such characteristic. The resultant non-linear relation between the plate current and grid voltage causes the average or direct plate current to increase on the side of the tube having the higher alternating grid voltage, and the direct plate current to decrease on the side having lower alternating grid voltage.

The resulting differential current operating through coils I43 and I 44 of relay I45 efiects a swinging movement of armatures I52 and I55 in one direction or the other. Consequently, one relay I55 or I51 is selectively energized to eilect rotation of 'motor 54 in one' direction or the other. The direction of rotation effected by the particular secondary relay energized, is so chosen as to vary the position of flaps I in a direction to restore temperature equilibrium at engine 55. When such temperature equilibrium is restored, bridge 3 is rebalanced through movement of contact 55 along potentiometer 15. and the signal voltage from the bridge decreases to zero effecting opening of all the relay contacts and consequent stopping of motor 54.

Motor 54' is energized from direct current source 55 in the following manner. One terminal of the motor armature is grounded at I15, thus placing it in effective circuit connection with the grounded negative terminal I II of source 55. The other terminal of the motor is connected, in series with the energizing coil of clutch 55,with the junction point I of field windings I11 and I15. Clutch 55 is also provided with a shunt energizing winding which is connected by a conductor III to ground I15. Field windings I11 and I15 are reversely wound for effecting rotation of armature ill in opposite directions.

The outer terminal of field winding I11 is connected by conductor I52 through final limit switch 15 (Fig. 6) and conductor I54 to a front contact I55 of secondary relay I55. The outer terminal of field winding I15 is connected through conductor I55, final limit switch 1|, conductor I55, switch arm I55 of stroke limiting switch 55, conductor I5I and conductor I52 to a front contact I55 of secondary relay I51.

A conductor I54 connects a back contact I55 of relay I55, in parallel with back contact I55 of relay I51, to "automatic contact I54 of switch 4I which, when the system is set for automatic operation, is connected to the positive terminal of source 55 through conductor I55. Front contact I51 of relay I55 is connected to back contact I55 of relay I51. Similarly, front contact 255 of relay I51 is connected to back contact I of relay I55. Armatures I15 and "I of relay III are mechanically interconnected as are also armatures I12 and I13 of relay I51.

Assume that the engine temperature decreases. The resulting signal voltage impressed on grids I52, I55 of tube I will be such as to effect energization of relay I in a direction to energize relay I55. Relay I will engage its armature I15, I" with front contacts I55 and I51, respectively. Motor 54 will then be energized over the following circuit, assuming that switch H is in the automatic position: the positive terminal of source 55, conductor I 54, conductor I55, switch 4|, contact I54, conductor I54, back contact I55, armatures I12 and I13, contacts I55 and I51, armatures HI and I15, front contact I55, conductor I54, closing final limit switch 15, conductor I52, field winding I11, clutch 56 and armature |5I to ground at I15. The motor will then rotate in a direction to effect closing of flaps I5 and consequent raising oi the ambient temperature of engine 55. Such closing movement will continue only until such time as temperature equilibrium is reestablished adjacent engine 55. At such time, the signal voltage will be reduced to its null value and relays I45 and I55 will open. This breaks the previously described energizing circuit for motor 54.

Upon a rise in the ambient temperature of motor 55, energization of relay I51 will be effected, causing this relay to engage armatures I12, I15 with front contacts I55 and 255, respectively. In this instance, motor 54 is energized over the following circuit, which is the same as that previously described as far as conductor I54: back contact I55, armatures I15, "I, contacts 2" and 255, armatures I15 and I12, contact I55, conductors I52 and III, switch arm I55, conductor I55, opening" final limit switch 1I, conductor I55, field winding I15, clutch 55, armature III and thence to ground at I15, ,as previously described. Motor 54 thereupon operates in a direction to open flaps I5 until such time as tem-' perature equilibrium of motor 55 has again been reestablished, whereupon relays I45 and I51 open, deenerglzing motor 54.

As stated. previously, manual override switch H is provided for opening or closing the flaps independently oi',the automatic control system. This switch is provided with the switch arm 4I and with three contact! I54, 255 and 254. Con-' tact I54 connects the system for automatic operation under the control of bridge B. When switch arm 4i engages contact 255, the motor is energized to open the flaps independently of the automatic control system. Similarly, when switch 4i engages contact 254, the motor is energized to close the fiaps independently of the automatic control system. Contact 255 energizes motor 54 to open the flaps over the same circuit as previously described for automatic control of the opening movement of the flaps. For this purpose. a conductor 255 connects contact 255 to conductor I52 of the automatic control circuit. Similarly. contact 254 is connected by a conductor 255 to conductor I54 forming part of the automatic control circuit for the closing movement of the fiaps.

As explained in the beginning of the specification. in certain instances it is desired that the opening movement of the fiaps be limited to a predetermined range less than the full range of movement upon the occurrence of a given condition. The present circuit is particularly designed for use in a system wherein a retractable landing gear in its extended or downward position may be utilized to transfer the modulating control of the fiaps from one range of operation to another. Accordingly, the circuit incorporates an automatic switch device 55 operable by landing gear 51 to automatically limit the opening movement of the fiaps when the landing gear moves to the extended or down posietion.

Switch 55, for example, may comprise a pair of contact arms I55 and 251 which are connected together, for joint operation by a plunger 255 having a roller 255 engaged with a cam 2I5 operated by retractable landing gear 31. Normally, switch 55 is in a position where its contact arms I55 and 251 engage a pair of contacts 2 and 2I5, respectively. Contact 2 is included in the fiap opening circuit comprising open" limit switch 1I. Contact 2I5 is an electrically dead contact. Upon movement of landing gear 51 from the retracted position shown in full lines in Fig. 8 to the extended position shown in dotted lines, roller 255 rides up onto the higher portion 2 of cam 2I5 effecting a movement of contact arms I55 and 251 into engagement with a pair of contacts 2I5 and 2I5, respectively. Contact 2I5 is an electrically dead contact whereas contact 2 I 5 is connected in circuit with micro switch 15 operable by cam 15, as shown in Figs. 6 and 7 of the drawings.

Under such circumstances, the operation is as follows. Cam 15 is in its neutral position, as

' shown in Figs. 7 and 8, when the fiaps are at the cxtremeendoithelimitedrangeofopening movement. In such position, both switches 11 and 18 are in the open position. The arrangement is such that, if the flaps move beyond the end of the limited range into the full range, cam 18 will move counterclockwise from the position shown in Figs. 7 and 8, and the roller associated with switch 18 will then engage discontinuous surface portion 82 of cam 18 permitting switch 18 to close. The clos ng of switch 18 comp etes a circuit from the positive terminal of source 35 through conductor I04, switch arm 201, contact 2, conductor 2", switch 13, conductor I82 and field winding ill to energize motor 84 in a direction to effect closing movement of the flaps.

- when the flaps have been retracted from their position beyond the end of the limited range to within such intermediate range, cam 18 has moved clockwise to its neutral position opening switch 18 and effecting an abrupt stoppage of motor 54 through clutch-brake unit 58.

At any point within such limited range of opening movement, cam 16 is moved clockwise from its neutral position effecting closing of switch 11. As switch I1 is connected in parallel with final limit switch II, and as switch II is disconnected from the circuit when landing gear is in the extended position due to movement of switch arm I 90 out of engagement with contact 2| I, switch 11 controls the limit of movement of the flaps within such limited range. In other words, when landing gear 31 is in the extended position, the opening circuit of motor 54 is broken at switch 11 whenever cam 18 reaches its neutral position. The cam reaches its neutral position at the upper limit of the intermediate range.

In practical operation, motor 54 functions in incremental or modulating steps to maintain fine control of the rate of cooling fluid flow. The motor operates in either direction, depending upon the direction in which the temperature change oi the heated body takes place. The sensitivity of the control is dependent upon the sensitivity of the elements 30, the resistance of which varies in accordance with temperature. changes therein in either direction. As exp ained above, in the invention system very sensitive elements 30 are provided which have a substantially uniform change in resistance per unit change in temperature over a relatively wide range. During operation of the system, the system may be practically designed so that motor 54 is energized in either direction to correct the flow of cooling fluid in' accordance with changes in the temperature of the engine or heated body of as low as F.

The modulating range of the temperature control system of the invention corresponds to the relative value of the resistance of potentiometer 15. The potentiometer resistance is made to correspond to the change in resistance of units 30 throughout the desired temperature range for the system. Thus, when the bridge is unbalanced due to a change in the resistance of elements assaoso- 30 caused by a change in temperature, a new balance is reeilected by adjustment of the potentiometer contact 85 along the potentiometer. Such adjustment is effected in coordination with the movement of flaps l8 to a point where temperature equilibrium is established. A new balance is effected at any position along potentiometer 15,

either up or down from the substantially central position illustrated in Fig. 8. For instance, when the resistance 86 is switched into the circuit by switch 40 corresponding'to that of elements 30 at 350 F., the flaps will be at their closed position with contact 85 at the upper end or potentiometer I! at such 350 F. temperature. At any temperature between 350 F. and 3'75? 1''. assum-' ing a 25 F. modulating temperature range, the flaps will be in an intermediate position and contact will likewise be in an intermediate position along potentiometer I5. At a temperature of 375 F., the flaps will be at their wide open position with contact 85' at the lower end of P tentiometer I5.

Tapered potentiometer I5 is provided because the increase in the flow of cooling fluid for each increment of the flap opening is not the same for all positions of the flaps. For instance, if the flaps are fully closed, a given increment of opening movement will effect a relatively large increase in the flow of cooling fluid over the engine. However, if the flaps are nearly open, the same given increment of opening movement of the flaps will effect only a small increase in the amount of cooling fluid flowing over the engine. Accordingly, the tapered potentiometer or rheostat is provided so that there is a smaller change in the relative resistance of the sections of potentiometer I5 for, a given increment of flap opening as the flaps approach a fully open position. This condition may be understood by reference to Fig. 10 which illustrates the relation between the percent of flap opening and the value of the follow-upresistance in ohms.

For practical purposes, the tapered resistance is made in a plurality of sections each of which is of greater resistance per unit length than is the preceding section. A three section potentiometer is diagrammatically illustrated in Fig. 10. It will be noted that starting from a fully closed posi-- tion equalling zero percentage of flap opening,

there is a relatively rapid change in the value of the follow-up resistance for the given percentage of flap opening. In the second range, the change in the value of the follow-up resistance becomes less for a given percentage of flap opening. In the third section, which is in the neighborhood of full opening movement of the flaps, the change in the value of the follow-up resistance is relatively minor compared to the percentage of flap opening. By providing a section resistance of the type described, the system is made adaptable to vary the amount of coolin fluid in correct pro-portion over the entire range Armature shaft 221 is provided with a reduced extension 228. Mounted on extension 228 is a driven clutch member 230 likewise of magnetic material and having a hub portion 23l concentric with extension 228 and supported thereon through a ball bearing 232. Hub portion 23! is provided with a reduced extension 233 which is mounted in ball bearing 234 in a. member 235 disposed in housing 236. Drive pinion 62 is mounted in theouter end of extension 233. Housing 236 is of magnetic material and surrounds hub portion 231 of driven member 230, the housing being completed by an extension 231 of member 235.

Mounted in the' compartment thus formed is a magnetizing winding 2" which is preferably connected in electric circuit relation with motor 54. In the present invention, winding ill is in two parts, one connected in series with motor armature Ill and the other connected in shunt therewith through conductor Ill (Fig. 8). A brake surface I, of suitable material such as cork is mounted in member Ill adjacent driven clutch member III. A spring I surrounding armature shaft extension III abuts driving member 22! and ball bearing 232 to normally urge driven member 230 into engagement with brake surface 2. As described in my above referred to Patent No. 2,267,114, driving member 225 may be provided with one or more annular inserts 242 of'non-magnetic material to increase the number of magnetic ilux'interlinkages between the driving and driven members of the clutch. Upon energization of windings Ill. driven member I" is magnetically attracted into frictional and magnetic attraction with driving member 22! to mechanically connect armature shaft!" to pinion 82.

The magnetic attraction between the driving and driven members overcomes the force of spring 24 I. Upon deenergization of windings 238, which preferabl occurs simultaneously with deenergization of motor II, spring I snaps driven disk 2" into instantaneous engagement with braking surface 2. This instantly disconnects motor II from pinion 82 and effects immediate stopping of the driven system connected to pinion 82. Armature Ill may rotate at a decreasing rate due to the stored kinetic energy without moving pinion 62. Accordingly, any tendency for the driven system connected to pinion 62 to hunt on either side of the null position, is effectively inhibited due to the instantaneous braking action brake unit "when motor I4 is deenergized in response to the control signal reaching zero when the bridge becomes balanced. The clutch and brake unit is particularly effective in small or inching" movements of the system. This renders a very sensitive temperature control with the invention system.

For the purpose of illustrating the principles of the invention, the temperature control system has been described specifically as applied to maintaining a modulating control of the temperature of an air cooled aircraft engine. However, such specific description is exemplary on y, and it will be understood by those skilled in the art that the principles of the invention are applicable equally to liquid cooled engines and also to other and more applications. Typical other temperature control applications aboard an aircraft are the control of oil inter-cooler temperature, cabin air temperature, and so forth. In such applications, the temperature bulbs or resistors it are placed in the medium or body the temperature of which is to be measured or controlled; and the motor 54 is connected to control the rate of cooling (or heating) means for such medium or body.

The invention ing system, but also to a heating system. For instance, the principles of the invention ma be applied to maintaining the temperature of various operating fluids of an aircraft at a preselected temperature by controlling the heating to such fluids, for example, to maintain the engine oil at a predetermined elevated temperature to prevent congealing thereof during high altitude operation of the aircraft, and other uses which of clutch general temperature control weight of components is not only applicable to a cool- 20 will readily occur to those skilled in the art.

Furthermore, the invention likewise is not limited to aircraft applications, but may be generally applied wherever a heating or cooling control problem is present. Thus, the principles of the invention may be applied to space heating or space cooling, such as air conditioning applications. Likewise. the illustrated temperature control system is applicable to refrigeration applications, and to industrial heating or cooling, or temperature controlling or recording in general.

The provision of the self-contained oscillator unit 9| together with the pair of rugged electronic tubes HI and I", in combination with the rugged yet sensitive polarized differential relay I", and secondary relays I56, I51, results in a very rugged control system particularly adaptable for use aboard aircraft and able to withstand rough usage encountered in aircraft operation. Oscillator unit eliminates the necessity for providinga separate source of alternating current aboard the aircraft, thus decreasing the necessary to be carried abroad the aircraft. The elements of the control system are relatively simple, while still affording a very sensitive control of the temperature of the heated body or engine. Furthermore, the relays permit the use of this system with any type of current supply for motor II. The control system is thus not limited with respect to the type of power available for operation of control motor 54. This greatly increases the adaptability of the system to numerous installations.

The incorporation of the tapered potentiometer l5 and limit switches 1., H, 11 and 18 in electromechanical control unit 28, together with the incorporation of electronic tubes l2l, I35 and relays l, I56, I51 together with elements of the bridge circuit B in electronic control unit 2| or It, enables rapid and efllcient installation and servicing of the system. In particular, the several components of the system may be mounted at any desired part of the aircraft, being electricall interconnected by suitable multi-conductor control cables with the panel I3 adjacent the pilot or flight engineer's compartment containing the switches for effecting either automatic or manual control and selecting the desired temperature range for engines BI.

While a specific embodiment of the invention has been shown and described to illustrate the principles thereof, it will be apparent to those skilled in the art that modifications of the invention may be practiced without departing from such principles as defined in the following claim.

What is claimed is:

An automatic temperature control system for maintaining temperature equilibrium of a body within a predetermined range comprisingrmechanism operative to establish temperature equilibrium of the body; an electric motor for controlling said mechanism; flrst limit switch means operatively connected with said motor and operable when the tains a value outside such predetermined range to render said electric motor ineffective on said mechanism at either limit of operation thereof until the temperature of the body reattains a value within such predetermined range; switch mechanism including second limit switch means also operatively connected with said motor and e'il'ective, when operated, to change the range of operation of said first named mechanism.- and temperature of the body at- 21 means automatically operable upon occurrence of a given condition to operate said switch mechanism.

WILLIAM P. LEAR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,356,763 Hartley Oct. 26, 1920 1,624,537 Colpitts Apr. 12, 1927 2,025,542 Lugar Dec. 24, 1935 2,081,762 Nissen May 25, 1937 2,168,599 Beisel et a1 Aug. 8, 1939 2,275,317 Ryder Mar. 3, 1942 OTHER REFERENCES Ganots Physics," pp. 896 and 897, eleventh edition, pub. 1883 by William Wood 81 00., New York, N. Y. v 

